高速铁路对中国城市空间相互作用强度的影响

doi:10.11821/dlxb201412009

Abstract

Abstract:

As a new mode of transportation, the rapid development of high-speed rail (HSR) will bring a leap in the history of transportation and have a comprehensive impact on the regional structure, population mobility, geographical division of labors, regional linkages, land use, and so on. Therefore, it is significantly important to study the impacts of HSR on regional spatial interactions, especially under the background of regional economic integration. The paper researches the impact of high speed rail on the reconstruction of spatial economic linkages. Based on the GIS network analysis tools, this paper first calculates the time cost matrix of 333 prefecture-level administrative units and four municipalities, and then uses the gravity model to calculate the interurban economic linkages, and lastly analyzes the distribution of the total economic linkage and the economic linkages between any two cities. In order to analyze the impact of HSR on regional spatial interaction, this paper resumes three scenarios: the current transport network in 2012 without the HSR network (scenario 1), the current transport network in 2012 (scenario 3), and the planning HSR network in 2020 (scenario 3) based on the current transport network, to calculate the time cost matrix of 337 cities. Results indicate that: (1) Cities in the east have the highest economic linkages, and cities with the highest increase of economic linkages are located along the HSR lines, which will lead to regional restructuring; (2) The development of HSR lines will improve the economic linkages between cities, and the increasing rate during the first period (comparing scenario 2 with scenario 1) is much higher than that during the second period (comparing scenario 3 with scenario 2); (3) From different perspectives and regional scales, the development of HSR has different impacts on spatial difference; (4) It is possible for cities in a long distance to have high economic linkages with the construction of HSR lines, which could also change the linkage directions.

Key words: high-speed rail, network analysis, economic linkage, spatial disparity, China

Jiao'e WANG, Jingjuan JIAO, Fengjun JIN. Spatial effects of high-speed rails on interurban economic linkages in China[J].Acta Geographica Sinica, 2014, 69(12): 1833-1846.

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指标		均值	变异系数	指标		均值	变异系数
全国	无高铁	247.61	3.97	中部地区	无高铁	99.06	1.36
	2012年	764.30	3.24		2012年	289.82	1.51
	2020年	912.99	3.43		2020年	329.23	1.42
东部地区	无高铁	665.33	2.58	西部地区	无高铁	39.14	2.46
	2012年	2097.21	1.99		2012年	99.52	3.80
	2020年	2513.27	2.13		2020年	128.73	3.23

位序	经济联系强度			变化量			变化率
位序	无高铁	2012年	2020年	2012年 /无高铁	2020年 /2012年	2020年 /无高铁	2012年 /无高铁	2020年 /2012年	2020年 /无高铁
1	广州	广州	广州	上海	佛山	广州	清远	定西	清远
2	佛山	上海	佛山	苏州	广州	上海	廊坊	肇庆	廊坊
3	上海	苏州	上海	广州	南通	佛山	咸宁	茂名	泉州
4	东莞	佛山	苏州	北京	上海	苏州	辽阳	南通	莆田
5	苏州	北京	北京	无锡	南京	北京	苏州	毕节地区	铁岭
6	深圳	东莞	东莞	东莞	天津	无锡	锦州	泸州	咸宁
7	北京	无锡	无锡	天津	北京	天津	秦皇岛	恩施州	厦门
8	无锡	天津	天津	深圳	杭州	东莞	无锡	贺州	辽阳
9	天津	深圳	深圳	常州	泰州	深圳	莆田	湛江	锦州
10	中山	常州	南京	中山	重庆	南京	葫芦岛	泰州	苏州

地区	无高铁		2012年		2020年
地区	平均值	变异系数	平均值	变异系数	平均值	变异系数
全国	0.74	53.23	2.27	33.06	2.72	39.33
东部-东部	6.21	21.05	19.59	12.68	23.47	15.13
中部-中部	0.56	15.51	1.54	10.15	1.69	9.35
西部-西部	0.25	22.00	0.66	40.49	0.80	33.73
东部-西部	0.06	4.71	0.12	4.95	0.20	4.95
东部-中部	0.31	5.79	1.03	6.26	1.20	6.35
中部-西部	0.04	5.01	0.08	6.79	0.12	6.81

Spatial effects of high-speed rails on interurban economic linkages in China

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